WO2021099289A1

WO2021099289A1 - Operating unit for an electric parking brake

Info

Publication number: WO2021099289A1
Application number: PCT/EP2020/082336
Authority: WO
Inventors: Edi PERIC; Stefan Frei; Christian Sutter
Original assignee: Sfs Intec Holding Ag
Priority date: 2019-11-18
Filing date: 2020-11-17
Publication date: 2021-05-27
Also published as: EP3822507A1; PL3822507T3; US20230003270A1; CN114846252A; EP3822507B1; ES2938897T3

Abstract

The invention relates to an operating unit for a parking brake of motor vehicles comprising an operatively connected unit consisting of a drive spindle and nut, which forms an axially longitudinally adjustable element of a linear drive. The drive spindle has a drive side for connection to an electric drive and a substantially cylindrical spindle portion having an external thread. Conversely, the nut has a tubular central body having an internal thread and furthermore a head portion which is designed to act as a pressure piston on a brake element of the parking brake. The central body and head portion of the nut, just as the drive side and spindle portion of the drive spindle, can be designed in one piece or frictionally or interlockingly or integrally assembled from two components. The internal and external threads of the operating unit intermesh as threads in the operative connection and define a common axial axis of rotation (A). According to the invention, the thread is designed as a symmetrical thread, wherein the flank angles (α, α'), relative to a radial reference plane (R) perpendicular to the axis of rotation (A), have angle values which are substantially equal in magnitude.

Description

ACTUATOR FOR AN ELECTRIC PARKING BRAKE

The present invention relates to an actuating unit in a nut / spindle design for a parking brake of motor vehicles.

STATE OF THE ART

A parking brake for motor vehicles according to the prior art is often operated via cables that can be held in an Endpo position via hand or foot-operated Flebel by locking devices. Usually, the braking element of the hydraulically or pneumatically operated service brake is mechanically locked in this end position.

In recent years, these purely mechanical parking brakes have increasingly been replaced by electrical brake systems. These use a threaded spindle / nut combination as an axially adjustable element of a linear drive. A threaded spindle is driven by an electric motor and acts on the thread of the encompassing Mut ter. As a result of the spindle rotation, the nut is set in a longitudinal movement along the spindle axis. If the nut is connected to a piston element that acts on a brake lining, a (locking) braking effect can be achieved. A nut-spindle system also has the advantage that it is safe when de-energized because the self-locking of the thread, combined with a reduction gear usually present and the drive motor, keeps the brake in the locked position.

From a technical point of view, the nut-spindle system acts as a helical gear, the reduction or translation being determined by the dimensioning of the threaded spindle and the pitch of the thread. Very short reaction times are not normally required for parking brake systems; on the other hand, it must be possible to generate sufficiently large clamping forces on the brake so that a vehicle can be held securely in the loaded state even when parking on slopes. For this reason, mother-spindle systems are predominantly used and less often the more complex and elaborate but smoother ball screw drives.

In the following, the thread design will be considered, which is typically used in the construction of a nut-spindle system. The actuating forces when a parking brake is actuated act on the nut / spindle system essentially along the central longitudinal axis of the system. The transfer of forces between the threaded spindle and the nut takes place via the intermeshing threads; depending on the direction of load via the flanks of the threads of the nut and Ge threaded spindle that slide on each other. Since the overall length of the installed actuating unit consisting of the drive spindle and nut varies depending on the position of the thread, the total area of the force-transmitting flanks also changes. Furthermore, depending on the extension length of the nut-spindle combination, the angular play, i.e. the possible lateral deflection or tilting of the threaded spindle relative to the nut, can be of different sizes.

For understanding, reference is made to FIG. 4, where an asymmetrical thread is shown, in which the thread pitch has flanks of different steepness. A situation is shown where the force F _a acting on the nut (force parallel to the axis of the nut-spindle unit) presses the steeper thread flanks of the nut and threaded spindle onto one another.

FIGS. 2 and 3 now consider this situation on an isolated thread flank: F _a acts axially, which allows the forces to be divided as shown in the force parallelogram. The result is a force component F _S which is introduced into the thread perpendicular to the flank and a radial component F _r . With A _as and A _sy , the flank surfaces are referred to, which are effectively frictionally engaged with the opposite flank. A comparison of FIGS. 2 and 3 clearly shows that the force F _a _{acting axially on A as} or A _sy can be better derived into the material in the case of a thread with steep flanks than with flatter flanks. This has two obvious advantages: On the one hand, the pressure load on the surface is lower because the vertical force component F _{s is} smaller with flatter flanks (with the same F _a ). Second, the radial force component F _{r is also} lower. _{It is true that there is a component, F r} , which is mirror-symmetrical to the center axis of the system, which (largely) cancels this component. Due to manufacturing tolerances, however, a resultant force can arise over the engaged thread length, which leads to a tilting moment on the nut-spindle system and thus increases wear.

Since the greatest load on the actuation unit occurs in parking brake systems when the system is brought into the braking position, it is therefore obvious to choose an asymmetrical thread, because this way the load peaks can be better transferred from the nut to the spindle.

DISCLOSURE OF THE INVENTION

Nut-spindle systems for the described use as part of a linear drive are often manufactured as cold-formed workpieces made of steel for reasons of cost. The threads are rolled, i.e. cold-rolled, using special machines. There the thread train is grooved into a cylindrical or hollow cylindrical raw shape by means of suitable notch rollers. This can be done as an internal thread (nut) or as an external thread (spindle). Cold forming ensures higher thread strength and can enable smoother and better surface structures without chip formation.

A side effect of thread rolling is the formation of the so-called closing fold. During thread production, the tool presses the thread profile into the blank and displaces the material from the thread root into the thread crests. This therefore happens for each thread pull simultaneously from both flanks. The interface between these two displacement fronts can lead to a more or less pronounced closing fold along the thread tip at the thread tip, depending on the degree of deformation, material and process management; where the material displacement is maximum, but the thread pull is narrowest. Closing folds are disadvantageous for the loading capacity of the region of the thread tip.

In the case of an asymmetrical thread, there is also an asymmetrically arranged closing fold. Investigations have now shown that this closing fold does not weaken both thread flanks equally; interestingly, the steeper thread flank is more affected. This can have a negative effect because of the force distribution shown above. As the comparison of FIGS. 2 and 3 shows, the force component F _s (vectorial) introduced into the material is necessarily more inclined to the central axis for flatter flanks than for the steeper flank. Thus, figuratively speaking, with the flatter thread flank, the force vector aims rather past the closing crease, into the volume of the thread tooth, which is important for the introduction of force and is undisturbed by the closing crease.

Also as a result of thread forming, the material of asymmetrical threads in the thread root, in relation to the original surface, is notched more strongly at the foot of a steeper flank than on a flatter flank. This means that the material in the ground of the thread is subjected to locally stronger loads, which can be beneficial for the formation of microcracks.

All these considerations make the approach from the prior art, to interpret the mother-spindle systems of the actuation unit for parking brake systems with an asymmetric thread, do not appear to be fundamentally advantageous. Actuating units according to the present invention are characterized by a simplified release position and improved efficiency, while the locking forces in the end position correspond to the same specifications. An actuation unit for a parking brake of motor vehicles comprises an operatively connected unit composed of drive spindle and nut, which forms an axially adjustable element of a linear drive and acts as such. The drive spindle has a drive side for connection to an electric drive and an essentially cylindrical spindle section with an external thread. The nut, however, has a sleeve-shaped central body with an internal thread and also a head section which is designed to act as a pressure piston on a braking element of the parking brake. The central body and head section of the nut, like the drive side and the spindle section of the drive spindle, can be made in one piece or be composed of two components in a non-positive, positive or material fit. Internal and external threads of the actuation unit mesh in an active connection as a thread and define a common axial axis of rotation (A).

According to the invention, the thread is designed as a symmetrical thread in which the flank angles (a, a ') have essentially the same angular amounts relative to a radial reference plane (R) perpendicular to the axis of rotation (A).

In a preferred embodiment of the actuation unit, the drive spindle is largely designed as a cold-formed metal molding. In a further embodiment, the nut is mainly designed as a cold-formed molded metal part.

In both cases, `` decisive '' means that, with the exception of pretreatment and post-treatment steps (such as forming the raw form before thread rolling, heat treatment, surface finishing, hardening, cleaning, over-turning or fine-grinding), the essential forming steps are through cold forming and not through machining Processing.

In a further embodiment of an actuating unit, the flank angles (a, a ') are selected between 12-18 ° (each inclusive), preferably between 13 ° and 15 °.

The use of an actuating unit as an axially length-adjustable element of a Li near drive for a parking brake of motor vehicles is based on an operatively connected unit consisting of a drive spindle and a nut. The drive spindle has a drive side for connection to an electric drive and an essentially cylindrical spindle section with an external thread. The mother, however, has a hülsenför-shaped central body with an internal thread and also a head section, which is is formed to act as a pressure piston on a braking element of the parking brake. The central body and head section of the nut, like the drive side and the spindle section of the drive spindle, can be made in one piece or be composed of two components in a non-positive, positive or material fit. Internal and external threads of the actuation unit mesh in an active connection as a thread and define a common axial axis of rotation (A). The thread is designed as a symmetrical thread in which the flank angles (a, a ') have essentially the same angular amounts relative to a radial reference plane (R) perpendicular to the axis of rotation (A).

DESCRIPTION OF THE FIGURES

FIG. 1 shows an actuating unit consisting of a nut and spindle in a longitudinal section.

Figure 2 and Figure 3 show a thread section in a section transverse to the thread train. Figure 2 schematically represents an asymmetrical thread, Figure 3 a symmetrical one.

Figure 4 shows a section of an asymmetrical thread with a thread in engagement

FIG. 5 shows a schematic diagram of a threaded tooth with a closing fold in cross section

FIG. 1 shows an actuating unit 10 as a system comprising nut 20 and drive spindle 11 in operatively connected engagement. Such an assembly can be used as a linear drive element in an electric parking system, but is also suitable per se for technically equivalent tasks such as locking or locking systems, in which a constant, axial force is applied to the assembly in the end position.

The drive spindle 11 can essentially be divided into two subsections. On the one hand, the drive side 12, which can include a bearing 14. Here the power is transmitted by a drive motor. As is known in the prior art, this transmission can take place directly from a drive motor via a coupling element or indirectly via a gear, toothed belt or some other suitable means. The other subsection is the actual spindle thread section 13. It is technically designed as an essentially rod-shaped component with an external thread 15. This drive spindle 11 is shown in an operative connection with a nut 20. The latter can be subdivided into a head section 22 and a sleeve-shaped central body 21, which has an internal thread 23. In the installed state, the drive spindle 11 is usually mounted in a stationary but rotatably driven manner in a brake system. The nut 20 is axial mounted displaceably relative to the drive spindle 11. The head section 22 can be designed as part of a pressure piston which acts on a braking element such as a brake jaw. Nut 20 and drive spindle 11 have a common central axis A in the operatively connected state, which forms a central longitudinal axis for the thread.

The marked section X corresponds (by way of example) to FIG. 4. The thread shown is only schematic.

Figures 2 and 3 show a partial section through a spindle or nut along the central axis with several threads. Figure 2 shows an asymmetrical thread with differently steep thread flanks, Figure 3 shows a symmetrical thread. In Figure 2, a radial plane R runs through the intersection of the extension of the thread flanks on the one hand and on the other hand is perpendicular to the central longitudinal axis A (not shown here). The two angles β and d are selected to be of different sizes; in the example shown, β <d applies.

With A _as that area is indicated schematically which serves as a contact area for the opposite flank during operation. It can be seen that the drawn force F _a hits the contact surface at an angle of 90 °. The steeper the flank, the smaller ß and accordingly the lower the force component Fr that acts in the radial direction. How steep the second flank can be for a given angle ß depends, among other things, on the pitch of the thread.

In FIG. 3 - analogously to FIG. 2 - the relationships on an idealized symmetrical thread with essentially the same flank angles a, a 'are shown. On the basis of forces parallelogram can be seen why a symmetrical threaded structure for be required use has not previously been favored - the surface pressure is calculated with F _s is higher with the same F _a in Figure 3 as in Figure 2. A _sy schematically denotes the contact surface with the opposite flank in the active compound.

FIG. 4 corresponds approximately to the section X in FIG. 1, but shows a detail 70 with an asymmetrical thread. The thread portion 71 is to be assigned to the nut, the (lower) thread portion 80 to the drive spindle. The free spaces 73, 74, 83, 84 shown in Figure 4 arise because the thread base and thread tip of a gearbox allow limited play of nut and spindle and also act as lubricant deposits during operation. A threaded tooth 75 of the nut touches a threaded tooth 85 of the drive spindle in a limited area which is marked as flank surface 81 or 82 and _{corresponds to A as} in FIG. In the area of the free space 83, in the thread root, it can be seen that the notch effect at the transition 86 of the steeper flank into the thread root is greater than at the transition 87. The arrow F _a indicates the axial force that presses the thread flanks onto one another as shown.

FIG. 5 shows, in a schematic section, a thread tip 90 with two differently steep flanks 94 and 95 of an asymmetrical thread with a closing fold 92.

The features of the invention disclosed in the above description, in the drawings and in the claims can be essential for the implementation of the invention both individually and in any combination.

Claims

Expectations

1 . Actuating unit (10) for a parking brake of motor vehicles, comprising an operatively connected unit comprising drive spindle (11) and nut (20), which acts as an axially length-adjustable element of a linear drive,

- wherein the drive spindle (11) has a drive side (12) for connection to an electric drive and a substantially cylindri's spindle portion (13) with an external thread (15);

- wherein the nut (20) has a sleeve-shaped central body (21) with an internal thread (23) and also a head portion (22) which is formed so as to act as a pressure piston on a braking element of the parking brake;

- Wherein the internal and external threads mesh together as threads in the active composite and have a common axial axis of rotation (A); characterized in that the thread is a symmetrical thread in which the flank angles (a, a ') have essentially the same angular values in relation to a radial reference plane (R) perpendicular to the axis of rotation (A).

2. Actuating unit (10) according to claim 1, characterized in that the drive spindle (11) is largely designed as a cold-formed metal molding.

3. Actuating unit (10) according to claim 1-2, characterized in that the nut (20) is largely designed as a cold-formed metal molding.

4. actuating unit (10) according to any one of the preceding claims, characterized in that the flank angles (a, a ') between 12 ° -18 ° (each inclusive) are selected.

5. Use of an actuating unit (10), comprising an operatively connected unit of drive spindle (11) and nut (20), as an axially length-adjustable element of a linear drive for a parking brake of motor vehicles, the drive spindle (11) having a drive side (12) for connection having an electric drive and a substantially cylindri's spindle portion (13) with an external thread (15);

- wherein the nut (20) has a sleeve-shaped central body (21) with an internal thread (23) and a head portion (22) which is formed so out to act as a pressure piston on a braking element of the parking brake;

- Wherein the internal and external threads mesh together as threads in the active composite and have a common axial axis of rotation (A); characterized in that the thread is a symmetrical thread in which the flank angle (a, a ') based on a radial reference plane (R) perpendicular to the axis of rotation (A) im

Have substantially the same angular amounts.